The 1998 Ford F-250 has no open NHTSA recalls. Owners report 7 recurring issue clusters, led by “Fuel tank strap corrosion and tank drop.” Ford uses the Intelligent Oil-Life Monitor (IOLM) to determine when oil changes are due based on actual driving load — not just mileage. Ford's published cap is 10,000 miles or 1 year, whichever comes first. The schedule below reflects Ford's Normal service intervals; F-Series trucks and Super Duty have additional towing-specific items.
No open recalls on file. NHTSA lists no unrepaired safety recalls for this year, make and model. A recall can be issued at any time, and a specific car can still have one open — check yours by VIN at nhtsa.gov/recalls.
What drivers and federal regulators have officially reported about the 1998 Ford F-250.
FUEL SYSTEM, GASOLINE
5 NHTSA complaints · 2010-09 → 2012-02
“THE METAL STRAPS HOLDING THE GAS TANK ON MY 1998 F250 (REGULAR DUTY) RUSTED TO PIECES ONE AT A TIME UNTIL THE LAST STRAP BROKE AND THE GAS TANK DROPPED ON TO THE ROAD”
“THE FORWARD (FRONT) GAS TANK STRAP FAILED AND THE GAS TANK FELL TO THE PAVEMENT CAUSING THE RELEASE OF APPROXIMATELY 22 GALLONS OF FUEL”
“ON APRIL 9TH 2011 MY FUEL TANK STRAPS BROKE WHILE DRIVING AT 45 MPH”
ENGINE AND ENGINE COOLING
4 NHTSA complaints · 2001-06 → 2010-04
“SPARK PLUG GETS BLOWN COMPLETELY OUT OF THE ENGINE BLOCK AND DESTROYS THE ENGINE COIL”
“THE NEXT TIME, THE SPARK PLUG BLEW OUT WHILE TRAVELING ON THE HIGHWAY AT 55 MPH. THE CONSUMER HAD TO COAST TO THE SIDE OF THE ROAD”
“SPARK PLUG NUMBER FOUR HAD BLOWN OUT OF HEAD, CONSUMER MANAGED TO GET VEHICLE TO A MECHANICE AND WAS INFORMED THAT HEAD WAS MADE OF ALUMINUM AND ENGINE WAS MADE OF IRON”
SERVICE BRAKES, HYDRAULIC
7 NHTSA complaints · 1999-01 → 2003-06
“WHEN APPLYING THE BRAKES RIGHT REAR WHEEL LOCKS UP, CAUSING THE VEHICLE TO SPIN. DEALER CAN'T FIND A SOLUTION”
“BRAKES SHUDDER OR WOBBLE. MULTIPLE REPAIRS DONE BUT PROBLEM PERSISTS”
“THERE WAS A PULSATION IN THE BRAKE PEDAL WHEN DEPRESSED. THE ABS SYSTEM LOCKED UP INTERMITTENTLY WHICH CAUSED THE TIRES TO WEAR PREMATURELY”
STEERING
3 NHTSA complaints · 2002-11 → 2008-10
“WHILE TRAVELING AT APROX. 25 MPH THE TIE ROD END ON THE RIGHT SIDE DISCONNECTED WITH NO WARNING CAUSING THAT TIRE TO TURN OUT WORD WITH THE OTHER STILL STRAIGHT”
“AFTER THE INSTALLATION OF THE NEW AND IMPROVED STEERING COMPONETS, THE LEFT OUTER STEERING TIE ROD SOCKET DISENGAGED FROM THE BALL ON THE LEFT WHEEL ASSEMBLY WHILE MAKING A SLOW GRADUAL LEFT TURN”
“STEERING GEAR BOX. IT HAS BECOME DISENGAGED AT THE PITMAN ARM. AND LEAKING FLUID”
STRUCTURE
3 NHTSA complaints · 2001-04 → 2002-02
“BOTH DOORS OF VEHICLE EXHIBIT A FATIGUE CRACK ON THE OUTSIDE OF THE VEHICLE NEAR THE WINDOW AREA, REAR EDGE, ABOUT 3 INCHES UP FROM THE BOTTOM OF WINDOW FRAME”
“HAVE FOUND A CRACK LOCATED ON THE DRIVER'S SIDE DOOR AT WINDOW CUTOUT”
“DRIVER'S SIDE DOOR IS CRACKING ABOVE DOOR HANDLE. DEALERSHIP IS REPLACING DOOR”
SUSPENSION
6 NHTSA complaints · 1999-01 → 2005-03
“BROKEN FRONT TORSION BAR. STARTED MOTOR, SHIFTED FROM PARK TO REVERSE, AND WITHOUT MOVING FROM THE SPOT, HEARD A LOUD CRACK AND THE TORSION BAR HAD SNAPPED”
“TORSION BAR KEEPS BRAKING FIRST ON DRIVER'S SIDE AT 35000 WHICH COULD CAUSE FRONT END TO DROP, THEN ON PASSENGER'S SIDE”
“WHILE DRIVING TORSION BAR BROKE WHICH ALMOST CAUSE A CRASH. CURRENTLY AT DEALER”
SUSPENSION
3 NHTSA complaints · 2000-05 → 2003-12
“I HAVE A 1998 F-250 LIGHT DUTY PICKUP WITH REAR AIR BAG SUSPENSION. THE AIR BAGS HAVE FAILED 3 TIMES IN THE LAST 18 MONTHS”
“WHILE DRIVING, THE REAR SUSPENSION SNAPPED. THE CONSUMER MANAGED TO PULL OVER AND HAD THE VEHICLE TOWED”
“ONE SIDE OF TRUCK SAT LOW, SHORTLY AFTER THE OTHER SIDE SAT LOW. REAR END AIRBAG SUSPENSION GAVE WAY AS WELL AS THE SPRINGS”
Issues on other model years
Source: NHTSA Office of Defects Investigation (ODI). Complaint data refreshed Sep 20, 2026. Investigation data refreshed Sep 20, 2026.
We display NHTSA's record with attribution; we don't editorialize on what these complaints mean for any specific vehicle.
Critical for safety and preventing major damage
Replace synthetic-blend or full-synthetic Motorcraft oil per the IOLM, or every 7,500-10,000 miles. EcoBoost engines require full synthetic; Coyote 5.0L V8 specifies SAE 5W-30.
Estimated cost — typical U.S. ranges
Dealer
~$120–$160
Shop
~$85–$115
DIY
~$25–$55
Full synthetic costs more than conventional. 5-quart 0W-20 + filter is the typical bill.
Rotate tires every 10,000 miles, or with every other oil change. F-150 4x4 owners should rotate every 5,000-7,500 miles to even out drivetrain bias wear.
Estimated cost — typical U.S. ranges
Dealer
~$85
Shop
~$60
DIY
Free
Often free at the shop where you bought the tires — worth asking before paying.
Inspect brake pads, rotors, and brake fluid level every 10,000 miles. Front pads on F-150 and Explorer typically last 40,000-60,000 miles.
Estimated cost — typical U.S. ranges
Dealer
~$85
Shop
~$60
DIY
Free
Most shops do this free as a courtesy with any service. Don't pay separately if you can avoid it.
Ford specifies brake fluid replacement on an inspection basis, but moisture testing every 3 years is recommended. Replace if reading exceeds 3% water content.
Estimated cost — typical U.S. ranges
Dealer
~$180–$200
Shop
~$125–$140
DIY
~$10–$25
DOT 3 or 4 — match the cap. Vacuum bleeders make this a one-person DIY.
Keeps your vehicle running smoothly and efficiently
Replace the engine air filter every 30,000 miles. EcoBoost turbocharged engines are sensitive to airflow restriction — don't extend.
Estimated cost — typical U.S. ranges
Dealer
~$60–$95
Shop
~$45–$70
DIY
~$15–$40
5-minute job on most cars; the airbox lid usually has clips, no tools needed.
Ford 6R80, 10R80, and 8F transmissions use Mercon LV fluid rated 150,000 miles under normal service. Severe service (towing, plowing) drops this to 60,000 miles.
Estimated cost — typical U.S. ranges
Dealer
~$330–$500
Shop
~$235–$355
DIY
~$60–$180
Some sealed transmissions have no dipstick — fill is precise and best left to a shop. Many drivers can still DIY drain-and-fill.
On 4x4 models, replace transfer case fluid every 60,000 miles. Use Motorcraft XL-12 — do not substitute generic transfer case fluid.
Estimated cost — typical U.S. ranges
Dealer
~$105–$140
Shop
~$75–$100
DIY
~$15–$40
AWD/4WD vehicles only. Easy drain-and-fill on most platforms.
F-Series and Expedition: replace rear axle fluid every 100,000 miles, or 50,000 miles if towing. Limited-slip rear ends require friction-modifier additive.
Estimated cost — typical U.S. ranges
Dealer
~$150–$195
Shop
~$105–$135
DIY
~$20–$50
Drain plug + fill plug — straightforward DIY. AWD vehicles have two; budget for both.
Iridium spark plugs on Coyote 5.0L, EcoBoost 2.7L/3.5L, and 2.3L are rated 100,000 miles. EcoBoost engines: never exceed the interval — gap erosion causes coil failure.
Estimated cost — typical U.S. ranges
Dealer
~$285–$390
Shop
~$200–$275
DIY
~$25–$100
Iridium plugs cost more but last 100k+ miles. V6/V8 access varies wildly — some are tough.
Motorcraft Orange (Dex-Cool compatible) coolant: first change at 100,000 miles, then every 50,000. Older trucks with Yellow Motorcraft coolant: 50,000 miles throughout.
Estimated cost — typical U.S. ranges
Dealer
~$285–$330
Shop
~$200–$235
DIY
~$25–$60
Use the manufacturer-specified coolant — wrong color/chemistry can damage the cooling system.
Extends the life of your vehicle and improves comfort
Replace the cabin air filter every 20,000 miles. On F-150, located behind the glove box; on Escape and Explorer, accessed from the passenger footwell.
Estimated cost — typical U.S. ranges
Dealer
~$60–$95
Shop
~$45–$70
DIY
~$15–$40
Usually behind the glovebox. Shops charge labor for a 10-minute job — easy DIY win.
Occupant deaths in fatal crashes (FARS)
1,179 crashes 1990–2024
How the 1,179 occupant deaths break down
913
driver deaths
266
passenger deaths
1,179
occupant deaths
Crash years covered: 1990–2024 This model year first appears in 1997 crashes. Older models have had more years on the road to appear in these crashes, so a higher count here does not by itself mean a vehicle is less safe.
FARS counts every occupant death in a fatal crash, whatever the cause — it does not mean the vehicle was at fault or defective. Counts are not adjusted for how many of each vehicle are on the road. How to read this number
FARS 2024 data is an annual report file. NHTSA revises these records when the final file is published, so this count can change.
Every vehicle has exactly one driver seat, so driver deaths line up fairly when you compare one model to another. Occupant deaths include passengers, so a three row SUV can show a higher number than a two seat car simply because it carries more people.
Both figures are plain counts, not rates. A rate would need to know how many of each vehicle are on the road, and that registration data is not public, so we do not publish rates or scores of any kind.
IIHS publishes driver death rates using this same driver only idea, paired with a registered vehicle years denominator we do not have. Their rates and these counts answer different questions, so do not read either number here as a safety rating.
Owner-reported problem signals
Separate from the federal fatality data above: complaints owners filed with NHTSA about this year and model. These are reports of problems, unverified, and are counted here only as signals.
2
complaints mentioning a crash
1
complaints mentioning a fire
Typical U.S. ranges. Actual quotes vary by shop, parts choice, and vehicle condition.
How we estimate: Dealer = OEM parts × 1.4 + labor × $165/hr. Shop = parts + labor × $115/hr. DIY = parts only.
This maintenance schedule for the 1998 Ford F-250 reflects Ford's published service intervals and the Intelligent Oil-Life Monitor system. Your actual service needs may vary based on driving conditions, climate, and vehicle usage. Always consult your owner's manual for model-specific recommendations.